Diesel engine combustion chamber, method for igniting a fuel-air mixture in a combustion chamber of a diesel engine and diesel engine

ABSTRACT

The present invention relates to a combustion chamber of a diesel engine in accordance with the preamble of Claim  1,  a method for igniting a fuel-air mixture in a combustion chamber of a diesel engine in accordance with the preamble of Claim  14,  and a diesel engine in accordance with the preamble of Claim  15.

The present invention relates to a combustion chamber of a diesel enginein accordance with the preamble of Claim 1, a method for igniting afuel-air mixture in a combustion chamber of a diesel engine inaccordance with the preamble of Claim 14, and a diesel engine inaccordance with the preamble of Claim 15.

TECHNOLOGY FIELD

The invention relates to the fields of Machine Construction and EngineConstruction and can find application in different types of dieselengines; its realization is achieved by the configuration of a specialtype of combustion chamber as well as by concomitant use of an ignitiontrigger with a defined orientation for the fuel-air mixture.

The invention guarantees a more effective transformation of the kineticenergy of the fuel molecule into useful work, i.e. an increase of theperformance and of the degree of effectiveness of the diesel engine.

State of the Art

Known is the combustion chamber of a diesel engine, configured bydepressions in the piston bottom and in the cylinder head and having acylindrical form (Intellectual Property Certificate of the USSR no.337547, C1. F 02 B 23/08, 1972.

The piston engine equipped with a cylindrical combustion chamber, butnot with the necessary ignition variants for the fuel-air mixture haslow performance and a low degree of effectiveness because of theinefficient transformation of the kinetic fuel molecules into usefulwork.

Known is the combustion chamber of a diesel engine, configured as adepression in the cylinder head and in the piston bottom and equippedwith a valve with elevation (Patent DE 3145073, Class F02 B 45/10,1983).

Such a configuration of the combustion chamber and the absence of therequired variants for the ignition of the fuel-air mixture do not permitthe effective transformation of the kinetic energy of the fuel moleculeinto useful work and an increase of the performance and of the degree ofeffectiveness of the combustion engine.

Known are variants of combustion chambers of piston engines, whoseconfiguration consists in a plane piston bottom surface and at least onedepression in the cylinder head, or in a plane cylinder head surface andat least one depression in the plane piston bottom surface, or at leasttwo depressions, of which one in the cylinder head and one in the pistonbottom surface, or with one depression in the piston bottom surface andat least one depression in the cylinder head surface. The depressionshave the form of a pyramid, of a truncated pyramid, of a cone or of atruncated cone, of a hemisphere, of a hemisphere segment, of aparaboloid or of a step in the longitudinal section of the combustionchamber or the faun of a spiral or circular groove in the transversalsection of the combustion chamber (Patent of the Russian Federation no.2249718, Class F 02 F1/21, F02 F3/28, F02 B23/00, 2005).

The plurality of the application variants in the diesel engine cannotguarantee effective transformation of the kinetic energy of the fuelmolecule into useful work. The disadvantage of the best of thesecombustion chamber variants consists in the absence of the necessaryignition variants for the fuel-air mixture, for which reason no maximumeffective transformation of the kinetic energy of the fuel molecule intouseful work, and no increase of the performance and of the degree ofeffectiveness of the engine are possible.

If, in a recipient, N molecules are present, it is well known that, atany time, N/3 molecules shall move lengthwise in any direction, wherebya half of them (i.e. N/6 molecules) shall move lengthwise in onedirection in relation with the present direction of movement and theother half in the other direction (Saweljew I. W., General PhysicsCourse in 4 volumes, Vol. 1, p. 363. Moskau, “Knorus” 2009.

This also applies to the gases formed in the combustion chamber formedas a result of combustion of the fuel-air mixture in the combustionchamber of the diesel engine.

When using traditional combustion chambers formed by cylinder walls aswell as by the surface of the piston bottom and piston head, thegreatest part of the energy of the expanding gasses is not usedefficiently, as the useful work is carried out only by those moleculesof the fuel (of the combustion products) that act on the piston bottomsurface. The maximum useful work is carried out only by those moleculesthat act vertically on the piston bottom surface.

The molecules acting vertically on the cylinder walls have no partwhatsoever in the movement of the piston in the direction of the bottomdead center.

As a considerable part of the gas molecules exercises its action on thecylinder walls, the kinetic energy of these molecules is not usedeffectively, and the useful work performed by these molecules is veryinsignificant and, as a result, it has an insignificant degree ofeffectiveness as well as insufficient performance of the combustionengine.

DISCLOSURE (DESCRIPTION) OF THE INVENTION

The task of the invention consists in providing a combustion chamber fora diesel engine by which more efficient combustion is made possible. Inparticular, a number of variants of a specially designed combustionchamber of a diesel engine shall be presented, whose use leads to therequired redistribution between the degrees of freedom of the fuelmolecules. Furthermore, a procedure for the ignition of a fuel-airmixture in a combustion chamber of a diesel engine shall be indicated.

This task shall be solved with the help of the combustion chamber of adiesel engine in accordance with Claim 1, a procedure for the ignitionof a fuel-air mixture in a combustion chamber of a diesel engine inaccordance with Claim 14 and a diesel engine in accordance with Claim15. Further descriptions are provided in the subordinate claims.

The invention makes possible a substantial improvement of the usefulwork performed by the fuel molecules as well as an increase of thedegree of effectiveness of the engine.

The technical effect achieved by use of the recommended invention byprovision of the depression and of the special ignition installationconsists in a redistribution of the energy between the degrees offreedom of the fuel molecule in which the maximum energy for the degreeof freedom associated with the forward movement of the molecule in alongitudinal direction to the movement axis of the piston is omitted(or, in other words, an equivalent decrease of the number of degrees offreedom of the fuel molecule takes place) and, consequently, no chaoticmovement, but rather a targeted movement of the fuel molecule in thedirection of the piston takes place, by which the conditions for thecreation, maintenance and multiple reflection of a shock wave within acycle, whose movement is done in the work chamber alongside the movementaxis of the piston, are ensured. This leads to a more effectivetransformation of the kinetic energy of the fuel molecule into usefulwork, i.e. to an increase of the degree of effectiveness of the dieselengine.

An essential aspect of the present invention is that the ignitiontrigger is disposed longitudinally in relation to the axis of thecombustion chamber and is adapted for the creation of linearself-ignition in relation to the axis of the combustion chamber. Thedisposition alongside the axis of the combustion chamber includes lyingon the axis of the combustion chamber, but also dispositions parallel tothe axis of the combustion chamber.

Such a redistribution of energy between the degrees of freedom of thefuel molecules is ensured by the fact that the useful work performed bythe fuel molecules and consequently the degree of effectiveness of theengine can be substantially increased. More precisely, a combinatoryeffect is created by the special geometry of the combustion chamber withthe depression, in combination with the special ignition trigger. Thisleads to a redistribution of energy between the degrees of freedom ofthe diesel fuel molecules, causing the omission of the maximum energyfor the degree of freedom associated with the forward movement of themolecule in a longitudinal direction to the movement axis of the piston.Thus, no chaotic movement, but rather a targeted movement of the fuelmolecule in the direction of the piston takes place, by which theconditions for the creation, maintenance and multiple reflection of ashock wave within a cycle, whose motion is in the work cylinderalongside the movement axis of the piston are guaranteed.

More precisely, the geometry of the combustion chamber permits a forwardand back oscillation of the shock wave alongside the longitudinal axisof the combustion chamber, whereby the special geometry of thedepression causes the redirecting of the ignition impulse from a radialdirection into a longitudinal direction of the axis of the combustionchamber. Such combustion chamber geometries have been known from WO2004/059144 A1, but not in combination with the special ignitiontrigger.

Although various ignition trigger have been known to date, they alwayscaused punctual ignition, so that a spherical ignition impulse wasformed. From this spherical ignition impulse, only isolated solid anglesegments are redirected through the depression in the direction of thelongitudinal axis of the combustion chamber, while large angle segmentareas do not contribute any impulse in the longitudinal direction.

This situation is improved by the present invention by the fact thathere an ignition trigger is adapted to create linear ignition alongsidethe axis of the combustion chamber. Instead of a punctiform or chaoticself-ignition, no spherical ignition emanating from the center takesplace here, but rather a cylindrical ignition impulse, in which onlyradial impulse components in relation to the longitudinal axis of thecombustion chamber are present. These radial impulse components can nowbe adjusted in their entirety only by means of the depression inlongitudinal direction to the axis of the combustion chamber.

Thus, whereas in the case of punctual or chaotic self-ignition, onlyisolated solid angle areas of the ignition impulse can be adjusted bythe depression in longitudinal direction in relation to the movementaxis, in the case of the linear ignition used in the invention thisrefers, essentially, to the entire ignition impulse, as the latterconsists, essentially, of impulses with radial effect and (if thecoverage surface of the cylinder impulse is considered) of impulses witheffect in the longitudinal direction of the movement axis.

By the use of linear ignition in longitudinal relation to the combustionchamber axis, as specified in the invention in combination with thedepression, the degree of effectiveness of the diesel engine isconsiderably increased.

As known, the diesel fuel self-ignites at a certain temperature, thisnecessary temperature being provided by the adiabatic compression of thesupplied air prior to the injection of the diesel fuel. An ignitionauxiliary, e.g. in the form of a glow plug, is necessary for the startprocedure only. For the implementation of the teaching of the invention,the specialist shall choose appropriate self-ignition triggers, whichpractically act as a germ cell for the self-ignition process and inducethe diesel fuel to self-ignition on the combustion chamber axis.

As ignition triggers that cause self-ignition on a longitudinal route ofthe combustion chamber axis, the glow plugs themselves in an especiallylong configuration can be used, as well as rods made of metal (e.g.stainless steel), ceramic or suchlike materials that are not sensitiveto combustion temperatures, arranged on the combustion chamber axis. Ifsuch rods are foreseen, the ignition auxiliaries need not be necessarilyarranged on the combustion chamber axis too. Preferably, ignitionauxiliaries and rods are combined so that, essentially, the entirecombustion chamber axis is covered

Especially convenient is the of the ignition trigger, which shouldessentially effect self-ignition over the entire axis of the combustionchamber. By “entire axis of the combustion chamber” is understood theclear height between the piston surface and the cylinder head surface atthe time of ignition, whereby the depression extends in particular overthis clear height, i.e. the clear height in its entirety is essentiallywithin the depression.

Alternatively, a vertical extension of the ignition trigger in relationto the combustion chamber also provides significant advantages of≧10%,convenient≧20%, more convenient≧30%, even more convenient≧40%, highlyconvenient≧50%, more highly convenient≧60%, especially convenient≧70%,extremely convenient≧80% and particularly convenient≧90%.

In a particularly convenient evolution, at least one means of injection,in particular an injection nozzle it is foreseen for the injection ofdiesel fuel and/or air, whereby at least one of these means of injectionis disposed so that the direction of the injection is not identical withthe axis of the combustion chamber. Accordingly, the injection device isdisposed in an angle of 30° to 150°, preferably in an angle between 60and 120° and in particular 90° to the axis of the combustion chamber. Insuch a case, during injection already, the diesel fuel-air mixture isgiven a radial direction of movement, which has a positive effect oncombustion.

In this context, it is convenient for the air injection means and thediesel fuel injection means to be arranged symmetrically in relation tothe axis of the combustion chamber, and particularly convenient is thecase in which the injection directions of both injection means aresituated on one axis.

The said technical effect becomes particularly effective in each of thevariants of the invention listed hereunder, by use of a speciallydesigned combustion chamber with concomitant use of different ignitionprocedures for the fuel-air mixture, as the depression is configured soas to render redirection especially effective.

In the combustion chamber of a diesel engine formed by a plane surfaceof the piston bottom and by a depression in the cylinder head, thedepression of the invention has the form of a cone whose tip is notdirected to the surface of the piston bottom, the angle between theplane surface of the piston bottom and the generatrix of the cone is of40-50°, the radius of the cone basis surface can be smaller than orequal to the cylinder radius, whereby the extended glow plug on thecombustion chamber axis serves as an ignition trigger, or else theignition trigger can be a combination between a glow plug and a steelrod or a rod made of another materials with high thermal capacity,situated in the axis of the depression.

In the second variant of the combustion chamber of the diesel engine,the cylinder head depression has the form of a truncated cone, whoseupper surface is not disposed in the direction of the plane pistonbottom surface, the angle between the plane surface of the piston bottomand the generatrix of the cone is of 40-50°, the radius of the conebasis surface can be smaller than or equal to the cylinder radius,whereby the extended glow plug on the combustion chamber axis serves asan ignition trigger, or else the ignition trigger can be a combinationbetween a glow plug and a steel rod or a rod made of another materialswith high thermal capacity, situated in the axis of the depression.

In the third variant of the combustion chamber of a diesel engine, thecylinder head depression has a stepped configuration formed by thecombination of a cone and at least one truncated cone or by thecombination of at least two truncated cones, the angle between the planesurface of the piston bottom and the generatrix of the cone is of40-50°, the radius of the cone basis surface can be smaller than orequal to the cylinder radius, whereby the extended glow plug on thecombustion chamber axis serves as an ignition trigger, or else theignition trigger can be a combination between a glow plug and a steelrod or a rod made of another materials with high thermal capacity,situated in the axis of the depression.

In the fourth variant, the combustion chamber of the diesel engine isfoamed by the plane piston bottom surface and at least one depression inthe cylinder head; this depression, in accordance with the invention, isconfigured as a circular groove or as a combination between a centraldepression and at least one circular groove; the depressions in thecentral longitudinal section have a triangular, trapezoidal, or steppedform, and the angle between the plane surface of the piston bottom andthe generatrix of the circular groove is of 40-50°, the radius of thecone basis surface can be smaller than or equal to the cylinder radius,whereby the ignition device for the fuel-air mixture (e.g. spark plug,glow plug or laser spark plug) is disposed in the cone tip or in thecenter of the upper surface of the cylinder head alongside to its axis.

In the fifth variant, the combustion chamber of the diesel engine isformed by the plane cylinder head surface and at least one depression inthe piston bottom; this depression, in accordance with the invention, isconfigured as a cone whose tip is not oriented towards the cylinder headsurface; the angle between the plane surface of the cylinder head andthe generatrix of the cone is of 40-50°, the radius of the cone basissurface can be smaller than or equal to the cylinder radius, whereby theextended glow plug on the combustion chamber axis serves as an ignitiontrigger, or else the ignition trigger can be a combination between aglow plug and a steel rod or a rod made of another materials with highthermal capacity, situated in the axis of the depression.

In the sixth variant of the combustion chamber of a diesel engine, thedepression in the piston bottom surface has the configuration of atruncated cone whose upper surface is not directed towards the cylinderhead surface, the angle between the plane surface of the piston bottomand the generatrix of the cone is of 40-50°, the radius of the conebasis surface can be smaller than or equal to the cylinder radius,whereby the extended glow plug on the combustion chamber axis serves asan ignition trigger, or else the ignition trigger can be a combinationbetween a glow plug and a steel rod or a rod made of another materialswith high thermal capacity, situated in the axis of the depression.

In the seventh variant of the combustion chamber of a diesel engine, thedepression in the piston bottom surface has a stepped configurationformed by the combination of a cone and at least one truncated cone orby the combination of at least two truncated cones, the angle betweenthe plane surface of the piston bottom and the generatrix of the cone isof 40-50°, the radius of the truncated cone basis surface can be smallerthan or equal to the cylinder radius, whereby the extended glow plug onthe combustion chamber axis serves as an ignition trigger, or else theignition trigger can be a combination between a glow plug and a steelrod or a rod made of another materials with high thermal capacity,situated in the axis of the depression.

In the eighths variant, the combustion chamber of the diesel engineformed by the plane surface of the cylinder head and at least onedepression in the piston bottom surface; this depression, in accordancewith the invention, is configured as a circular groove or as acombination between a central depression and at least one circulargroove; the depressions in the central longitudinal section have atriangular, trapezoidal, or stepped form, and the angle between theplane surface of the cylinder head and the generatrix of the circulargroove is of 40-50°, whereby the extended glow plug on the combustionchamber axis serves as an ignition trigger, or else the ignition triggercan be a combination between a glow plug and a steel rod or a rod madeof another materials with high thermal capacity, situated in the axis ofthe depression, and in the circular groove there can be a cylindricalelement made of the same material, element which can also serve as anignition trigger for the fuel-air mixture.

In all the listed variants, the more accurate the processing quality ofthe smooth walls of the combustion chamber, the higher the useful workof the invention.

The aforementioned depression forms by which the combustion chamber of adiesel engine is configured cause, in combination with the ignitiontriggers for the fuel-air mixture (rod and cylindrical metal elementwith high thermal capacity), the preferred formation of a targetedmovement of the fuel molecules, by which a maximum number of fuelmolecules can be transformed into useful work. The absence of thecylindrical walls in the recommended engine chamber variants whenpositioning the piston in the upper dead center determines a decrease ofthe ineffective use of energy in the fuel molecules (e.g. when using aspark plug or a short glow plug).

The use of the recommended combustion chamber variants in combinationwith the ignition device of the invention for the fuel-air mixture (rodand cylindrical metal element with high thermal capacity) leads to animproved effectiveness of the transformation of the kinetic energy offuel molecules into useful work, as well as to the increase of theperformance and of the degree of effectiveness of the diesel engine.

The maximum smoothness of the walls in each combustion chamber variantaimed at the suppression of the wave effect, the heating of thecombustion chamber is diminished, as the shock waves, as well as theelectromagnetic, optical, infrared and ultraviolet waves are reflectedby the combustion chamber walls. The heat losses in the combustionchamber wall and those caused by the heat discharge to the cooling meanscan thus be diminished. Moreover, the destruction of the combustionchamber by excessively high temperatures can be prevented.

The acoustic waves and shock waves created in the combustion chambercause additional useful work by their reflection by the combustionchamber wall. This leads to an improved effectiveness of thetransformation of the kinetic energy of fuel molecules into useful work,as well as to the increase of the performance and of the degree ofeffectiveness of the combustion engine.

Independent protection is required for the ignition procedure and thecombustion engine as described in the invention. The diesel engine asdescribed in the invention is built in the modality known to thespecialist and contains the combustion chamber as described in theinvention.

Various characteristics of the present invention can be combined withone another, unless otherwise specified.

The characteristics of the present invention and other advantages shallbe clarified hereunder by description of preferred execution examples.The explanation of the invention is done by means of the followingpurely schematic figures:

FIG. 1 Shows the longitudinal section through the combustion chamberformed by the plane piston bottom surface and by the depression in thecylinder head; the depression has the form of a cone, and the ignitiontrigger is on the cone axis;

FIG. 2 Shows a combustion chamber consisting in the upper cylinder headsurface and in the depression in the form of a truncated cone in thepiston bottom surface.

FIG. 3 Shows a combustion chamber formed by the plane piston bottomsurface and by the stepped depression in the cylinder head, as well asthe longitudinal section of the combustion chamber;

FIG. 4 Shows a combustion chamber formed by the plane cylinder headsurface and by the stepped depression in the piston bottom surface, aswell as the longitudinal section of the combustion chamber;

FIG. 5 Shows a combustion chamber formed by the plane piston bottomsurface as well as from a combination between the central depression andthe circular groove in the cylinder head; the depressions inlongitudinal section have a triangular form, the FIG. 16 represents thecircular-cylindrical element in the groove (this figure also shows thelongitudinal section of the combustion chamber, formed by seven conicdepressions in the piston bottom or in the cylinder head).

FIG. 6 Shows a combustion chamber consisting of the plane cylinder headsurface as well as from a combination between the central depression andthe circular groove in the piston bottom; in longitudinal section thedepressions have a stepped form (this figure also shows the longitudinalsection of the combustion chamber, formed by seven conic depressions inthe piston bottom or in the cylinder head).

FIG. 7 Shows the longitudinal section of the combustion chamberpresented in FIG. 6 (the combination between the central depression andthe circular groove).

FIG. 8 Shows a combustion chamber consisting of the plane piston bottomsurface and the cylinder head with seven conic depressions, as well asthe longitudinal section of the combustion chamber (the centrallongitudinal section of this combustion chamber is represented in FIG.5).

FIGS. 9 to 11 Show various configurations with regard to the injectioncollocation.

FIGS. 12 to 15 Show various configurations with regard to the ignitiontrigger

It can be clearly seen that the combustion chamber of the combustionengine as described in the invention shows a cylinder 1 and a piston 2.The combustion chamber is formed by the plane surface of the pistonbottom 2 and the depression 3 in the cylinder head (see, for instance,FIG. 1). The combustion chamber can also be formed by the plane surfaceof the cylinder head 1 and the depression 4 in the piston bottom (see,for instance, FIG. 2). Alternatively (not shown), depressions in thepiston 2 and in the cylinder head 1 can be combined.

Each of the depressions 3 and 4 has the form of a cone, of a truncatedcone or of a step. The depressions 3 and 4 can also be configured as aspiral or circular groove, which has, in longitudinal section of thecombustion chamber, a triangular, trapezoidal or stepped form or whichis limited by a semicircle or by an arch.

The surfaces of combustion chamber walls 5 are manufactured with maximumsmoothness, for the reflection of the shock effect. Also foreseen areignition triggers 6, 6 a, 6 b and the combustion chamber has acombustion chamber axis 7. In FIGS. 1 to 4 it can be noted that theignition trigger 6 for the fuel-air mixture is positioned on thedepression axis.

The optimal angle to be installed between the piston head or thecylinder head and the generatrix of the cone or of the truncated cone isof 40°-50°. If the angle is decreased below 40° or increased in excessof 50°, the effectiveness of the transformation of the kinetic energy ofthe fuel molecule into useful work.

The invention functions as follows. Let us consider the followingvariant: the conic depression determines, at an angle of 45° between theplane surface and the generatrix of the cone, the concomitant ignitionof the fuel-air mixture by use of an extended glow plug or with theignition trigger (metal rod with high thermal capacity.

The ignition of the fuel-air mixture with the glow plug alone or withthe combined ignition trigger 6 a, 6 b alongside the combustion chamberaxis 7 when using a laser beam or a glow plug lends to the fuelmolecules (the molecules of the combustion products) a radial movementdirection in relation to the ignition line. After reflection on thedepression wall 5 under an angle of 45°, the molecules continue theirmotion alongside the direction of the piston movement on parallel,non-intersecting movement tracks, are then reflected by the planesurface and resume their movement in the direction of the conicdepression; this happens several times in the course of a cycle. Nocontact takes place between the fuel molecules and the surface of thecylinder wall, i.e. all the molecules do useful work. As the distancescovered by the molecules in the course of a time unit are equal, themolecules move in a narrow front parallel to the plane surface of thepiston bottom or cylinder head, which prevents their possible collisionsand the chaotization of the system within a long period of time thatexceeds significantly the cycle time of the engine. The resultingelectromagnetic and shock waves as well as the high-energy gas particlesare reflected by the smooth surface 5 of the combustion chamber, wherebyits heating decreases and an effective transformation of the kineticenergy both of the gas and of the waves into useful work is guaranteed.In this manner, the pressure on the piston is significantly increasedand the heating of the cylinder block of the combustion engine issignificantly decreased, which results in the extension of itslifecycle.

In FIG. 9, the collocation of the ignition device 6 in the cylinder head1, configured as a long glow plug, of an injection nozzle 8 for air andof an injection nozzle 9 for the diesel fuel, is presented. It can beseen that the injection nozzles 8, 9 are disposed symmetrically, withthe injection directions on a line 10. This line 10 is disposedperpendicularly to the combustion chamber axis 7. In this manner, themaximum effect is achieved, as the created fuel-air mixture alreadyshows radial impulse parts in relation to the combustion chamber axis 7and, apart from this, the mixture picture is configured verysymmetrically and the mixture parts are very finely pulverized by thecollision between air and fuel, which also leads to better combustion.

In FIG. 10, the two injection nozzles 8, 9 are not disposedperpendicularly, but rather under an acute angle a in relation to thecombustion chamber axis 7. Here too, a positive effect is created,because the fuel-air mixture shows radial impulse parts.

While FIGS. 9 and 10 show a combustion chamber geometry with adepression 3 in the cylinder head 1, FIG. 11 shows a combustion chambergeometry with a depression 4 in the piston 2, whereby the injectionnozzles 8, 9 are again not disposed perpendicularly, but rather under anacute angle a in relation to the combustion chamber axis 7.

In FIGS. 12 to 15, various ignition trigger variants are shown infurther detail in relation with different combustion chamber geometries,whereby in FIGS. 12 and 14 depression 3 is positioned in the cylinderhead 1 and in FIGS. 13 and 15 depression 4 is positioned in the pistonbottom 2. In FIGS. 12 and 13, the ignition trigger 6 is configured as ashort glow plug with a long rod 6 b, whereas in FIGS. 14 and 15 theignition trigger is configured as a long glow plug with a short rod 6 b.

When starting the diesel engine, the glow plug 6 a serves as an ignitionauxiliary and, in operation, glow plug 6 a and rod 6 b act together asignition trigger 6 for inducing self-ignition on the combustion chamberaxis. Together, glow plug 6 a and rod 6 b essentially cover the entirecombustion chamber axis, so that a complete cylinder-shaped impulsedistribution results. If rod 6 b is omitted or shortened, this effect isdiminished, while the invention foresees that self-ignition takes placelinearly alongside of a part of the combustion chamber axis.

SOURCE LIST

-   1. Intellectual Property USSR no. 337547, KI F 02 B 23/08, 1972.-   2. Patent DE 3145073 A1, Class F 02 B 45/10, 1983-   3. Patent of the Russian Federation no. 224918, C1. 02 F1/21, F 02    F3 28, F 02 B23/00, 2005-   4. Saweljew I. W., General Physics Course in 4 volumes, Vol.    1, p. 363. Moscow, “Knorus” 2009

1. Ignition chamber of a combustion engine, presenting a piston 2 with apiston bottom surface and a cylinder head (1) and possessing an ignitionchamber axis (7), whereby in the piston bottom surface and/or in thecylinder head surface at least one depression (3, 4) is foreseen,characterized by the fact that one ignition device (6) is disposedalongside the ignition chamber axis (7), the ignition device beingadjusted so as to create linear ignition alongside the ignition chamberaxis.
 2. Ignition chamber as described in claim 1, characterized by thefact that depression (3) is created in the cylinder head (1), wherebydepression (3) has the form of a cone whose tip is not oriented towardsthe surface of piston (2), the ignition device being positioned in thetip of the cone.
 3. Ignition chamber as described in claim 1,characterized by the fact that depression (3) is created in the cylinderhead (1), whereby depression (3) has the form of a truncated cone whoseupper surface is not oriented towards the surface of piston (2), theignition device being positioned in the center of the upper surface ofthe truncated cone.
 4. Ignition chamber as described in claim 1,characterized by the fact that depression (3) is created in the cylinderhead (1), whereby depression (3) has the form of a step created by thecombination between a cone and at least two truncated cones or by thecombination of at least two truncated cones, the ignition device beingpositioned at the tip of the cone or in the center of the upper surfaceof the truncated cone.
 5. Ignition chamber as described in one of theclaims above, characterized by the fact that depression (4) is createdin the piston bottom surface, whereby depression (4) has the form of acone whose tip is not oriented towards the cylinder head (1), theignition device being positioned in the center of the plane surface ofthe cylinder head.
 6. Ignition chamber as described in one of the claims1 to 4, characterized by the fact that depression (4) is created in thepiston bottom surface, whereby depression (4) has the form of atruncated cone, whose upper surface is not oriented towards the cylinderhead (1), the ignition device being positioned in the center of theplane surface of the cylinder head.
 7. Ignition chamber as described inone of the claims 1 to 4, characterized by the fact that depression (4)is created in the piston bottom surface, whereby depression (4) has theform of a step created by the combination between a cone and at leasttwo truncated cones or by the combination of at least two truncatedcones, the ignition device being positioned at the tip of the cone or inthe center of the upper surface of the truncated cone.
 8. Ignitionchamber as described in one of the claims above, characterized by thefact that the angle between the plane piston bottom surface and thegeneratrix of the cone and of the truncated cone is of 40°-50° and/orthat the angle between the plane cylinder head surface and thegeneratrix of the cone and of the truncated cone is of 40°-50° 9.Ignition chamber as described in one of the claims above, characterizedby the fact that the ignition device consists in a spark plug, a glowplug or a laser spark plug.
 10. Ignition chamber as described in one ofthe claims above, characterized by the fact that the ignition device isadjusted to cause simultaneously the ignition of a fuel-air mixture onthe entire axis of depression (4), or is adjusted so that the verticalextension of the linear ignition in relation to the ignition chamberaxis is of≧10%, convenient≧20%, more convenient≧30%, even moreconvenient≧40%, highly convenient≧50%, more highly convenient≧60%,especially convenient≧70%, extremely convenient≧80% and particularlyconvenient≧90%.
 11. Ignition chamber as described in one of the claimsabove, characterized by the fact that the clear height of the ignitionchamber axis is situated within the depression and/or that the radius ofthe bottom surface of the cone can be smaller than the cylinder radiusand/or that the radius of the bottom surface of the truncated cone canbe smaller than the cylinder radius.
 12. Ignition chamber as describedin one of the claims above, characterized by the fact that at least onemeans of injection, in particular an injection nozzle, is foreseen forthe injection of fuel and/or air, whereby at least one of these means ofinjection is disposed so that the injection direction is not identicalwith the ignition chamber axis, with the convenient provision that theinjection direction should be at an angle of 30° to 150°, preferably of60° to 120°, in particular 90° to the ignition chamber axis. 13.Ignition chamber as described in claim 12, characterized by the factthat the means of injection for air and means of injection for fuel aredisposed symmetrically, with special preference to a situation in whichthe injection directions of both means of injection are on one axis. 14.Procedure for the ignition of a fuel-air mixture in the ignition chamberof a combustion engine, whereby the ignition chamber presents a cylinderwith a cylinder head surface and a piston with a piston bottom surfaceand has an ignition chamber axis (7) and a depression (3, 4) in thecylinder head surface and/or the piston bottom surface, characterized bythe fact that an ignition device is positioned alongside the ignitionchamber axis (7) , the ignition device being adjusted to create linearignition alongside the ignition chamber axis (7) and linear ignitiontaking place alongside the ignition chamber axis, with preference for anignition chamber as described in one of the claims above.
 15. Combustionengine, characterized by an ignition chamber as described in one of theclaims 1 to 13.